US7011063B2 - Method of stopping and restarting an internal combustion engine with indirect injection - Google Patents

Method of stopping and restarting an internal combustion engine with indirect injection Download PDF

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Publication number
US7011063B2
US7011063B2 US10/484,700 US48470004A US7011063B2 US 7011063 B2 US7011063 B2 US 7011063B2 US 48470004 A US48470004 A US 48470004A US 7011063 B2 US7011063 B2 US 7011063B2
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Prior art keywords
engine
cylinder
ignition
moment
piston
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Expired - Fee Related
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US10/484,700
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US20040216719A1 (en
Inventor
Eric Condemine
Vincent Basso
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PSA Automobiles SA
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Peugeot Citroen Automobiles SA
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Assigned to PEUGEOT CITROEN AUTOMOBILES SA reassignment PEUGEOT CITROEN AUTOMOBILES SA ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: CONDEMINE, ERIC, BASSO, VINCENT
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N99/00—Subject matter not provided for in the other groups of this subclass
    • F02N99/002—Starting combustion engines by ignition means
    • F02N99/006—Providing a combustible mixture inside the cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/042—Introducing corrections for particular operating conditions for stopping the engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits specially adapted for starting of engines
    • F02N11/0814—Circuits specially adapted for starting of engines comprising means for controlling automatic idle-start-stop
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/009—Electrical control of supply of combustible mixture or its constituents using means for generating position or synchronisation signals
    • F02D2041/0095—Synchronisation of the cylinders during engine shutdown
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N19/00—Starting aids for combustion engines, not otherwise provided for
    • F02N19/005—Aiding engine start by starting from a predetermined position, e.g. pre-positioning or reverse rotation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N19/00—Starting aids for combustion engines, not otherwise provided for
    • F02N19/005—Aiding engine start by starting from a predetermined position, e.g. pre-positioning or reverse rotation
    • F02N2019/008—Aiding engine start by starting from a predetermined position, e.g. pre-positioning or reverse rotation the engine being stopped in a particular position
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N2200/00—Parameters used for control of starting apparatus
    • F02N2200/02—Parameters used for control of starting apparatus said parameters being related to the engine
    • F02N2200/021—Engine crank angle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N2200/00—Parameters used for control of starting apparatus
    • F02N2200/02—Parameters used for control of starting apparatus said parameters being related to the engine
    • F02N2200/022—Engine speed
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • the invention relates to a method of stopping and restarting an internal combustion engine with indirect injection.
  • Internal combustion engines comprise at least one piston that can be moved in a reciprocating manner in a cylinder, and generally a plurality of mounted pistons that are each movably mounted in a cylinder, the piston or each of the pistons being connected to a crankshaft by a connecting rod driving the crankshaft in rotation about a shaft.
  • the conditions for restarting a thermal engine after the moving parts of the engine have stopped, i.e., in particular, the pistons and the crankshaft, are highly dependent on the stopping position of the moving parts.
  • the power required to restart an engine can vary, for example, between a minimum value and a maximum value, which is 30% greater than the minimum value.
  • the time required to restart an engine is also highly dependent on the stopping conditions of the engine, in the case of both spark ignition engines and compression ignition engines.
  • the stopping position of a four-cylinder engine is thus defined to within 180°, i.e. with an approximation of half a revolution with regard to thug position of the crankshaft.
  • the friction of the moving parts of the engine causes a dispersion of the order of a plurality of tens of degrees (for example, 30°).
  • the starting time is relatively long (generally greater than 0.5 seconds).
  • the engine computer of modern vehicles has to go through a succession of highly precise stages before it reaches a normal operation configuration to control the engine after it has started.
  • the time devoted to this process significantly increases the starting times, which are generally much longer than starts carried out with a conventional system comprising a carburetor and a contact breaker.
  • this process causes pollution, as the first injections into the manifold are not synchronized; the injections are carried out on all, or almost all, of the cylinders; petroleum feedstock is released and can thus generally damage the catalyst, placed on the exhaust line, and/or cause pollution.
  • stop and start operation which is implemented automatically by the computer of a motor vehicle to stop and restart the vehicle, as a function of the traffic conditions.
  • the computer controls the stopping of the engine and then its restarting when the vehicle can move off again.
  • the object of the invention is therefore to propose a method of stopping and restarting an internal combustion engine with indirect injection and spark ignition, comprising at least one cylinder, in which a piston, a fuel inlet manifold communicating with the cylinder, and a rotating part set in rotation by the piston, via a connecting rod, which allows very rapid hot restarts to be carried out and does not produce any additional pollution in the exhaust gases, move.
  • a desired quantity of fuel which is determined during the development of the rapid hot starting operations, is injected into the cylinder.
  • FIG. 1 is a diagram showing the means used to implement the method of stopping and restarting an engine with direct injection and spark ignition, according to the invention.
  • FIG. 2 is a comparative diagram showing the stopping phases of an engine in the case of a stop according to the prior art and, of an engine, the stopping of which is controlled according to the method of the invention.
  • FIG. 3 is a comparative diagram showing the hot reheating phases of an engine controlled according to the prior art and of an engine controlled according to the method of the invention.
  • FIG. 4 is a schematic view showing the means for measuring the angular position of a crankshaft of a spark ignition engine, used during a rapid restarting of the engine, according to the method of the invention.
  • FIG. 5 is a logic diagram showing the course of a method of restarting a spark ignition engine, according to the invention.
  • FIG. 6 is a comparative diagram showing the curves of an increase in speed during the starting of an engine by the method of the invention and by a method according to the prior art.
  • FIG. 1 shows schematically a thermal engine 1 , which is, for example, an in-line four-cylinder engine.
  • the engine 1 comprises four cylinders (referred to hereinafter as C 1 , C 2 , C 3 , C 4 ), in each of which a piston, which is connected, via a connecting rod, to a crankshaft 2 that is integral, at one of its ends, with a flywheel 3 , moves.
  • the pistons with alternating movements, the connecting rods and the crankshaft 2 and flywheel 3 , which can be set in rotation, represent all of the mobile elements of the engine 1 .
  • the engine 1 comprises a starter 4 , which may consist of an electric motor or of a reversible alternator.
  • the starter 4 comprises a control element 4 ′, which allows the electrical supply of the starter 4 from the battery of the motor vehicle to be established or cut off.
  • the engine 1 is an engine with indirect injection of fuel into the inlet manifolds of each of the cylinders of the engine.
  • the injectors are controlled by an electronic control box 5 , which allows the injections to be synchronized with the displacement of the mobile elements of the engine 1 .
  • the motor vehicle in which the engine 1 is installed comprises a computer 6 , which allows various functions for monitoring and controlling the motor vehicle, and in particular the engine 1 , to be performed.
  • the computer 6 is connected to the box 5 controlling the injection of fuel into the cylinders of the engine, so as to synchronize the fuel injection with the position of the pistons and to stop the injection of fuel into the inlet manifolds of the cylinders at a determined moment, so as to stop the engine in a desired position.
  • a sensor 7 (or a plurality of sensors) is/are arranged near the flywheel 3 , in order to measure the instantaneous speed of rotation of the engine and to determine, at any given moment, the angular position of the flywheel 3 and the crankshaft 2 , corresponding to a defined position of each of the pistons inside the in-line cylinders of the engine 1 .
  • the information from the sensor 7 is transmitted to the computer 6 , which is programmed to determine, when there is a command to stop the engine, the precise moment at which the order to cut off the injection should be transmitted to the box 5 .
  • the computer 6 In the event of the computer 6 commanding a “stop and start” operation, i.e. a stop and automatic restart of the engine 1 of the motor vehicle, as a function of the traffic conditions, the computer 6 is connected to the control box 4 ′ of the starter 4 .
  • the ignition control box is also connected to the computer 6 .
  • the box 5 controls both the injection of fuel into the cylinders and the ignition of the fuel injected into the cylinders.
  • the computer 6 receives information which allows it to determine whether an order to stop the engine 1 of the motor vehicle should be given.
  • the computer 6 determines, from the speed and the angular position of the rotating part 2 , 3 of the engine, which are transmitted by sensors, such as the sensor 7 , the exact moment at which an order to interrupt the fuel injection and/or to interrupt the ignition should be transmitted to the control box 5 .
  • the program of the computer allows the exact moment to be determined at which the order to interrupt the injection should be transmitted, in order to stop the engine in a well-determined position, which is selected to facilitate the subsequent restarting of the engine.
  • the stopping position is stored in the computer, to be taken into account in a later restarting of the engine.
  • the interruption of the ignition and the interruption of the fuel injection can be controlled simultaneously.
  • the fuel injection and the ignition can also be interrupted at separate moments.
  • the production of unburned fuel in the cylinders and exhaust line can thus be avoided, which allows exhaust gas pollution to be reduced and deterioration of the catalyst container to be limited.
  • Exhaust gas pollution is thus reduced and the service life of the catalytic container, in the case of a petrol engine, and of the particulate filter (PF), in the case of a diesel engine, is lengthened.
  • the efficiency of the “stop and start” system is thus improved significantly, and the possibilities of incorporating it into the engine control of the motor vehicle are increased.
  • the quantity of fuel injected and the ignition angle of the first combustions are specific to the rapid hot start. This open-loop operation is determined by specific development of the hot restart.
  • the richness control is activated as quickly as possible, in order to prevent pollution.
  • the ignition angle allows, in particular, engine revving to be used in order to improve the quality and the smoothness of the start.
  • restarting is carried out very quickly and with significantly increased regularity, as will be illustrated in greater detail with reference to FIG. 3 and FIG. 6 .
  • FIG. 2 shows in diagrammatic form the speed of rotation of the engine as a function of the angular position of the crankshaft and the stopping phases of the engine, in the case of the prior art (upper curve 8 ) and in the case of the invention (lower curve 10 ).
  • stopping can be carried out in two ranges 9 and 9 ′, the angular position of the crankshaft extending either side of a central position, over 30°. There are thus two stopping possibilities, with an inaccuracy of 30° either side of the theoretical stopping position, i.e. four different positions according to the phases, over an engine cycle.
  • stopping can be carried out in a single range 11 of the angular position of the crankshaft.
  • the engine during restarting of the engine after a stop controlled according to the prior art (upper part of the figure), the engine, according to the actual stopping position of the mobile elements of the engine, can be stopped after a number of rotations of the moving rotating part of the engine ranging from two to six.
  • restarting with an injection of fuel into a well-determined cylinder allows starting, i.e., a first combustion in the cylinders of the engine, to be achieved in approximately a quarter of a revolution of the crankshaft. If there is no injection during the last revolution before stopping, starting is carried out in one and a quarter revolutions.
  • the method according to the invention thus allows the use of the starter to be greatly reduced, and restarting to be accelerated, with less exhaust gas pollution.
  • the method of controlling the stopping of the engine according to the invention is used, so as to obtain a programmed stopping position of the mobile elements of the engine, this position being stored by the computer of the motor vehicle.
  • the stopping of the engine is controlled by the interruption of the fuel injection and/or by the interruption of the ignition, it being possible to give the two corresponding cut-off orders simultaneously or at different moments.
  • fuel feedstock is injected into the inlet manifold of a cylinder of the engine, in the intake phase, in order to prepare the restarting of the engine.
  • This injection is carried out in a precise manner, in a first well-determined position of the rotating part of the engine, and therefore of the piston or pistons in the cylinder or cylinders.
  • At least two injections into inlet manifolds of well-determined cylinders of the engine can also be carried out during stopping.
  • ignition of the feedstock is carried out from the first revolution of the crankshaft, by controlling, using a, physical target that is integral with the crankshaft, the precise position of the moving parts of the engine.
  • the ignition of the fuel feedstock is thus controlled in the cylinder stopped in the compression position, then in the cylinder stopped in the intake phase.
  • These ignitions correspond to second well-determined positions of the rotating part of the engine. More generally, a calibrated injection and an ignition of the fuel feedstock are carried out in sequence in the cylinders of the engine, in a predetermined order.
  • the flywheel 3 which is integral with the crankshaft 2 , carries two targets 12 and 12 ′, placed at 180° from each other, with regard to a revolution about the common axis of the flywheel 3 and the crankshaft 2 .
  • the sensor 7 which is preferably a Hall effect sensor, detects the movement of the targets 12 and 12 ′ into a position corresponding to the top dead center of the pistons in the cylinders of the engine.
  • the sensor 7 controls, over a very short time, the charging of one of the coils carrying out the ignition in a cylinder, and causes ignition in the cylinder. Ignition is thus caused in a cylinder in compression very shortly after the engine has been set in rotation for the restart, as a precise stopping position of the engine is obtained and the first cylinder in compression, in which ignition has to be carried out, is determined. Ignition in the first cylinder in compression is carried out after no more than a quarter of a revolution of the crankshaft.
  • the injection of fuel during the stoppage of the engine can be carried out in such a way as to limit consumption and exhaust gas pollution. Indeed, it is not essential to inject fuel into all the cylinders after the order to stop the engine, but only those which will serve to rapidly restart the engine, i.e., substantially, the cylinder of which the piston stops in the compression phase and optionally that of which the piston stops in the intake phase.
  • the expedient moment for injecting fuel into the desired cylinders can be deduced from the measurement carried out by an appropriate sensor, which may be the sensor 7 shown in FIGS. 1 and 4 , of the engine speed during the stop.
  • the Hall effect sensor of the movement of the targets of the camshaft is preferably used to determine the phases in the cylinders of the engine, the Hall effect sensor, which is associated with the flywheel that is integral with the crankshaft, preferably being used to control ignition in the cylinders carrying out the start.
  • the oval shapes on the left-hand side of the logic diagram in FIG. 5 show the various phases of operation of the engine, the rectangles in the central part of the logic diagram show the actions performed on the components of the engine, and the diamonds in the right-hand part of the logic diagram show the actions performed by the computer to stop and start the engine.
  • the logic diagram in FIG. 5 was designed for a stop and restart, to carry out a “stop and start” operation.
  • An induction sensor placed near the flywheel that is integral with the crankshaft, is used to control the ignition and the injections of fuel into the desired cylinders, and a Hall effect sensor of the movement of four targets, which are integral with the camshaft, is used to recognize the phases of the engine.
  • Table 1 gives the process sequences in each of the cylinders, during normal operation of the engine.
  • the ignition order of the cylinders is as follows: C 1 , C 3 , C 4 , C 2 , C 1 , etc.
  • the computer decides to stop the engine in order to carry out the “stop and start” operation.
  • the computer controls the cutting-off of the ignition and the injection (optionally at different moments)
  • the engine decelerates from idling speed and, as the engine stops, the computer determines the variation in the speed of the engine and the stopping position.
  • fuel is injected into the cylinders in which ignition will be carried out first after restarting, i.e. into the cylinder C 1 , in which a complete intake phase is carried out during the last revolution of the engine, and which is in the compression phase, at the moment of complete stopping, and in the cylinder C 3 , in the intake phase, at the moment of stopping.
  • the computer decides to restart the engine, in order to complete the “stop and start” operation.
  • the computer controls the supply of the starter and the engine starts its first revolution.
  • the computer controls the start of the charging of an ignition coil corresponding to the cylinder C 1 , stopped in compression.
  • the computer controls an injection of fuel into the manifold of the cylinder C 4 , stopped in the exhaust phase. Ignition is then carried out in the cylinder C 1 , stopped in compression, either after a minimal time of charging the coil (timed ignition), or when the high-to-low transition of the signal of the target is identified.
  • the engine is then accelerated by the displacement of the piston, which had stopped in compression in the cylinder C 1 .
  • the computer then proceeds to a conventional method of calculating ignition and injection for control of the engine, this transition being made either at the start of the charging of the coil, by means of the movement of a target in front of the sensor of the camshaft, or by identifying missing teeth on the toothing of the flywheel.
  • Ignition is then carried out in the cylinder C 3 , in which the piston had stopped in intake at the moment the engine stopped.
  • the engine is then started and controlled by the computer in the standard operation.
  • the restarting phase is described in table 3 below.
  • Ignition is controlled in the cylinder C 1 , where the air-petrol mixture was prepared before stopping, then compressed, then in the cylinder C 3 .
  • the other cylinders follow their normal sequence.
  • the main advantages of the method according to the invention are that it provides a high degree of regularity in the stopping of the engine, with a low dispersion of the stopping position. This is beneficial for restarting the engine, improves synchronization of the injection with the phases of the cylinders of the engine, and reduces exhaust gas pollution.
  • the method according to the invention allows starting to be carried out from the first revolution of the crankshaft. This is highly beneficial in the implementation of the “stop and start” operation.
  • FIG. 6 shows the variations in the speed of an engine with indirect injection and spark ignition, as a function of time, during a hot restart, in the case of a stop and restart carried out according to the invention (curve 31 ) or according to a common technique of implementing the “stop and start” operation (curve 32 ).
  • crankshaft or the camshaft of the engine can thus be identified in a different manner from those which have been described, by using any type of target and appropriate sensor.
  • the measurements of speed and of the position of the crankshaft can be carried out by any means present in the motor vehicle, or by any specific means used to carry out the method of the invention.
  • the invention applies to any engine with indirect injection and spark ignition.
  • the engine can be stopped by interrupting the ignition and/or the injection, it being possible to carry out these two processes simultaneously or separately.
  • the ignition control at a precise moment in the cylinder in compression, at the moment when the engine stops, then in the cylinder in the intake position during stopping, allows the engine to be started from the first revolution of the crankshaft, in a reproducible manner.
  • the invention applies, in particular, to motor vehicles of which the computer allows the “stop and start” operation to be performed in order to stop and restart the engine, in an automatic manner.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Ignition Installations For Internal Combustion Engines (AREA)
  • Electrical Control Of Ignition Timing (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
US10/484,700 2001-07-27 2002-07-26 Method of stopping and restarting an internal combustion engine with indirect injection Expired - Fee Related US7011063B2 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
FR0110131A FR2827911B1 (fr) 2001-07-27 2001-07-27 Procede de reglage de l'arret et procede de redemarrage d'un moteur a combustion interne
FR01/10131 2001-07-27
PCT/FR2002/002693 WO2003012273A2 (fr) 2001-07-27 2002-07-26 Procede d'arret et de redemarrage d'un moteur a combustion inter ne a injection indirecte

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US20040216719A1 US20040216719A1 (en) 2004-11-04
US7011063B2 true US7011063B2 (en) 2006-03-14

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US (1) US7011063B2 (fr)
EP (1) EP1454048B1 (fr)
JP (1) JP2004537673A (fr)
KR (1) KR20040037059A (fr)
CN (1) CN100587245C (fr)
AT (1) ATE307279T1 (fr)
AU (1) AU2002337230A1 (fr)
DE (1) DE60206799T2 (fr)
ES (1) ES2251619T3 (fr)
FR (1) FR2827911B1 (fr)
WO (1) WO2003012273A2 (fr)

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US20050229889A1 (en) * 2004-04-15 2005-10-20 Markus Hoevermann Method and control system for positioning a crankshaft of an internal combustion engine
US20050278109A1 (en) * 2004-06-11 2005-12-15 Denso Corporation Engine control apparatus designed to ensure accuracy in determining engine position
US20060065223A1 (en) * 2003-05-17 2006-03-30 Normann Freisinger Method of shutting down an internal combustion engine
US20060157023A1 (en) * 2005-01-18 2006-07-20 Yoshitaka Matsuki Starting system for internal combustion engine
US20070062476A1 (en) * 2005-09-22 2007-03-22 Mazda Motor Corporation Method of starting spark ignition engine without using starter motor
US20080092841A1 (en) * 2004-12-17 2008-04-24 Toyota Jidosha Kabushiki Kaisha Engine Start Control Apparatus, Engine Start Control Method, and Motor Vehicle Equipped with Engine Start Control Apparatus
US20080103683A1 (en) * 2005-05-13 2008-05-01 Toyota Jidosha Kabushiki Kaisha Start-Up Control Apparatus For An Internal Combustion Engine
US20080115760A1 (en) * 2004-11-17 2008-05-22 Toyota Jidosha Kabushiki Kaisha Internal Combustion Engine Stop And Start Method
US20090012696A1 (en) * 2005-06-15 2009-01-08 Yanmar Co., Ltd. Fuel Injection Control Method
US20090287400A1 (en) * 2008-05-19 2009-11-19 Ford Global Technologies, Llc Approach for engine start synchronization
US20100036590A1 (en) * 2008-08-08 2010-02-11 Denso Corporation Engine stop control device
US20100204908A1 (en) * 2008-08-08 2010-08-12 Yasuhiro Nakai Engine stop control device
US20100204902A1 (en) * 2007-07-06 2010-08-12 Toyota Jidosha Kabushiki Kaisha Stop-start control apparatus and method for an internal combustion engine
EP2390489A1 (fr) 2010-05-27 2011-11-30 Delphi Technologies, Inc. Dispositif et procédé pour estimer l'angle de rebond d'un moteur à combustion interne arrêté
US8099998B2 (en) 2010-05-19 2012-01-24 Delphi Technologies, Inc. Apparatus and method for estimating stopped engine crank angle
US20120138014A1 (en) * 2011-11-09 2012-06-07 Ford Global Technologies, Llc Method for fueling an engine at start
US20170299467A1 (en) * 2014-10-23 2017-10-19 Scania Cv Ab Device for detecting speed of a rotatable element, method and vehicle
US10920732B1 (en) * 2020-02-06 2021-02-16 Ford Global Technologies, Llc Methods and systems for engine start following idle-stop
US11536211B2 (en) * 2019-09-03 2022-12-27 Toyota Jidosha Kabushiki Kaisha Powertrain system
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FR2827911A1 (fr) 2003-01-31
DE60206799D1 (de) 2005-11-24
EP1454048A2 (fr) 2004-09-08
EP1454048B1 (fr) 2005-10-19
US20040216719A1 (en) 2004-11-04
WO2003012273A2 (fr) 2003-02-13
KR20040037059A (ko) 2004-05-04
FR2827911B1 (fr) 2004-01-30
JP2004537673A (ja) 2004-12-16
WO2003012273A3 (fr) 2004-01-22
AU2002337230A1 (en) 2003-02-17
CN100587245C (zh) 2010-02-03
ATE307279T1 (de) 2005-11-15
DE60206799T2 (de) 2006-04-20
ES2251619T3 (es) 2006-05-01
CN1553990A (zh) 2004-12-08

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